U.S. patent application number 17/254568 was filed with the patent office on 2021-07-01 for drive unit for a drive train of an electrically driveable motor vehicle, and drive assembly and motor vehicle equipped with same.
This patent application is currently assigned to Schaeffler Technologies AG & Co. KG. The applicant listed for this patent is Schaeffler Technologies AG & Co. KG. Invention is credited to Andreas BEXEL, Nicolai GRAMANN, Steffen LEHMANN, Gregor MULLER, Christian SILVERY, Andreas TRINKENSCHUH.
Application Number | 20210197795 17/254568 |
Document ID | / |
Family ID | 1000005503926 |
Filed Date | 2021-07-01 |
United States Patent
Application |
20210197795 |
Kind Code |
A1 |
LEHMANN; Steffen ; et
al. |
July 1, 2021 |
DRIVE UNIT FOR A DRIVE TRAIN OF AN ELECTRICALLY DRIVEABLE MOTOR
VEHICLE, AND DRIVE ASSEMBLY AND MOTOR VEHICLE EQUIPPED WITH
SAME
Abstract
A drive unit and a drive assembly and a motor vehicle. The drive
unit includes a first electric machine and a second electric
machine and an output shaft, wherein a rotor of the second electric
machine is connected to the output shaft for conjoint rotation. The
drive unit further includes a disconnect clutch by which a rotor of
the first electric machine can be connected to the output shaft.
The drive unit further includes power electronics for controlling
at least one of the two electric machines and a flow system for
implementing a flow of a coolant, and the drive unit, being a
component in the flow system, further includes a heat exchanger by
which the coolant can be cooled. The drive unit and the drive
assembly constitute equipment that allows control of individual
assemblies in an efficient manner and with a low space
requirement.
Inventors: |
LEHMANN; Steffen;
(Ettlingen, DE) ; TRINKENSCHUH; Andreas; (Buhl,
DE) ; GRAMANN; Nicolai; (Renchen, DE) ;
SILVERY; Christian; (Walzbachtal, DE) ; BEXEL;
Andreas; (Buhl, DE) ; MULLER; Gregor; (Buhl,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Schaeffler Technologies AG & Co. KG |
Herzogenaurach |
|
DE |
|
|
Assignee: |
Schaeffler Technologies AG &
Co. KG
Herzogenaurach
DE
|
Family ID: |
1000005503926 |
Appl. No.: |
17/254568 |
Filed: |
June 4, 2019 |
PCT Filed: |
June 4, 2019 |
PCT NO: |
PCT/DE2019/100489 |
371 Date: |
December 21, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60Y 2200/92 20130101;
B60K 6/387 20130101; B60W 10/24 20130101; B60K 6/26 20130101; B60K
11/04 20130101; B60K 6/405 20130101; B60K 6/24 20130101; B60Y
2400/61 20130101; B60W 10/06 20130101; B60W 10/08 20130101; B60K
2001/006 20130101; B60K 1/02 20130101; B60W 20/40 20130101 |
International
Class: |
B60W 20/40 20060101
B60W020/40; B60K 1/02 20060101 B60K001/02; B60K 6/24 20060101
B60K006/24; B60K 6/26 20060101 B60K006/26; B60K 6/387 20060101
B60K006/387; B60K 6/405 20060101 B60K006/405; B60K 11/04 20060101
B60K011/04; B60W 10/08 20060101 B60W010/08; B60W 10/06 20060101
B60W010/06; B60W 10/24 20060101 B60W010/24 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 20, 2018 |
DE |
10 2018 114 798.8 |
Claims
1. A drive unit for a drivetrain of an electrically drivable motor
vehicle, the drive unit comprising: a first electric machine having
a rotor; a second electric machine having a rotor; an output shaft
to which the rotor of the second electric machine is connected for
conjoint rotation; a disconnect clutch by which the rotor of the
first electric machine is connectable to the output shaft for
torque transmission; power electronics configured to control at
least one of the two electric machines; a flow system configured to
implement a flow of a coolant for at least partial cooling of the
power electronics; and a heat exchanger adapted to cool the
coolant.
2. The drive unit according to claim 1, further comprising a
housing in which the two electric machines are arranged at least in
some regions, and the power electronics are arranged on a radial
outer side of the housing.
3. The drive unit according to claim 1, wherein the power
electronics are configured to control both electric machines.
4. The drive unit according to claim 1, wherein the flow system has
a fluidic interface adapted for connecting the flow system to a
cooling system of a motor vehicle to be equipped with the drive
unit.
5. The drive unit according to claim 1, wherein the power
electronics are further configured to control at least one of a
rotor position sensor or a temperature sensor configured for
determining a temperature in at least one of the two electric
machines.
6. The drive unit according to claim 2, wherein the power
electronics comprise an electronics housing and at least one
connecting element with which the electronics housing is
mechanically fixed to the housing of the drive unit.
7. The drive unit according to claim 1, wherein the power
electronics have at least one control interface configured for
connecting to at least one of a control device of a motor vehicle
or an energy store.
8. The drive unit according to claim 1, wherein the flow system is
formed at least partially by channels in the housing.
9. A drive assembly comprising: a drive unit according to claim 1,
and an internal combustion engine that is couplable to the rotor of
the first electric machine for conjoint rotation.
10. A motor vehicle comprising: a drive assembly according to claim
9, and a motor vehicle cooling system to which the flow system of
the drive unit is fluidically coupled via a fluidic interface of
the flow system.
11. A drive unit for a drivetrain of an electrically drivable motor
vehicle, the drive unit comprising: a first electric machine having
a rotor; a second electric machine having a rotor; an output shaft
to which the rotor of the second electric machine is connected for
conjoint rotation; a disconnect clutch by which the rotor of the
first electric machine is connectable to the output shaft for
torque transmission; power electronics configured to control at
least one of the two electric machines, the power electronics being
arranged in an electronics housing; a flow system configured to
implement a flow of a coolant for at least partial cooling of the
power electronics; and a coolant connection of the flow system in
the electronics housing.
12. The drive unit according to claim 11, further comprising a heat
exchanger connected to the flow system.
13. The drive unit according to claim 11, further comprising a
housing in which the two electric machines are arranged at least in
some regions, and the electronics housing is arranged on the
housing.
14. The drive unit according to claim 13, wherein the flow system
is formed at least partially by channels in the housing.
15. The drive unit according to claim 13, wherein the power
electronics comprises at least one connecting element with which
the electronics housing is mechanically fixed to the housing of the
drive unit.
16. The drive unit according to claim 11, wherein the flow system
has a fluidic interface adapted for connecting the flow system to a
cooling system of a motor vehicle.
17. The drive unit according to claim 11, wherein the power
electronics are configured to control both electric machines.
18. The drive unit according to claim 11, wherein the power
electronics are further configured to control at least one of a
rotor position sensor or a temperature sensor configured for
determining a temperature in at least one of the two electric
machines.
19. The drive unit according to claim 11, wherein the power
electronics have at least one control interface configured for
connecting to at least one of a control device of a motor vehicle
or an energy store.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is the U.S. National Phase of PCT Appln.
No. PCT/DE2019/100489, filed Jun. 4, 2019, which claims priority to
DE 102018114798.8, filed Jun. 20, 2018, the entire disclosures of
which are incorporated by reference herein.
TECHNICAL FIELD
[0002] The disclosure relates to a drive unit for a drivetrain of
an electrically drivable motor vehicle and to a drive assembly
which comprises the drive unit according to the invention. The
disclosure also relates to a motor vehicle which is equipped with
the drive assembly.
BACKGROUND
[0003] DE 10 2015 222 692 A1, WO 2017 084 888 A1, DE 10 2015 222
694 A1 and WO 2017 084 889 A1 describe a method for operating a
drive device of a hybrid vehicle for driving a drive wheel, wherein
the drive device comprises an internal combustion engine, a first
electric machine coupled to the internal combustion engine, a
second electric machine, an electric accumulator and a main clutch
between the internal combustion engine and the drive wheel.
[0004] DE 10 2015 222 692 A1 and WO 2017 084 888 A1 describe that
the drive device is operated in one of three operating modes,
namely in a purely electrical operation, a serial hybrid operation
or a parallel hybrid operation, wherein the traction drive torque
provided during the change from the first operating mode to the
second operating mode corresponds to a suitably selectable curve
between the traction drive torque provided before and after the
change.
[0005] DE 10 2015 222 694 A1 and WO 2017 084 889 A1 disclose that a
transmission is also arranged between the internal combustion
engine and the drive wheel.
[0006] Furthermore, a respective cited document describes a hybrid
vehicle which has a hybrid drive device.
[0007] The hybrid vehicle described repeatedly in the prior art
comprises an internal combustion engine, a first and a second
electric machine, at least one drive wheel, a main clutch, and a
first and a second clutch. The main clutch is arranged between the
internal combustion engine and a drive wheel, the first clutch is
provided between the first electric machine and an output shaft of
the internal combustion engine, and the second clutch is provided
between the second electric machine and a drive wheel.
[0008] From DE 10 2017 128 289.0 (not yet published), a drive unit
for a drivetrain of a hybrid vehicle is known, with an internal
combustion engine, a first electric machine, a second electric
machine, a first transmission stage, and a drive shaft of the first
electric machine and/or the second electric machine. Furthermore,
the drive unit comprises a transmission sub-unit, via which the
drive shaft of the respective electric machine is coupled or can be
coupled to wheel drive shafts. A second transmission stage is
coupled to a countershaft unit, wherein the countershaft unit has
an integrated clutch and is further connected to the wheel drive
shafts such that the internal combustion engine can be coupled to
the wheel drive shafts via the second transmission stage depending
on the position of this clutch.
[0009] DE 10 2017 127 695.5 (also not yet published) discloses a
drivetrain for a hybrid vehicle which has a transmission input
shaft which is in an operative relationship via a first partial
drivetrain with a first electric machine and an internal combustion
engine for torque transmission and which is in an operative
relationship via a second partial drivetrain with a second electric
machine for torque transmission. The second electric machine is
permanently connected to the transmission input shaft so as to
transmit torque, and the first electric machine and the internal
combustion engine can be connected to the transmission input shaft
in a couplable manner for torque transmission. The first electric
machine and/or the second electric machine can be designed to be
cooled. It is particularly preferred if the cooling is implemented
by means of water cooling from a vehicle cooling circuit or by
means of oil cooling with transmission oil from the transmission.
Furthermore, the disconnect clutch used can also be designed as an
oil-cooled multi-plate clutch.
[0010] DE 10 2017 114 395.5 (not yet published) discloses an
electric drive having a housing and having an electric drive
machine for generating a drive torque, which is arranged in the
housing and is cooled by means of a coolant. The electric drive
also has an electronic unit which is positioned on the housing in
such a way that heat generated by the electronic unit can be
transferred to coolant in the housing. A cooling system used for
this purpose can thus absorb heat from the electronic unit and
supply it for cooling, for example in a cooler or heat exchanging
device.
[0011] The coolant provided for cooling the electric drive machine
can also be used for cooling power electronics.
[0012] WO 2015/078464 A1 discloses a hybrid module for a hybrid
drive unit, wherein the hybrid module can be operated by means of a
power electronics module which has power electronics. The power
electronics module is arranged on a component of the hybrid module.
In particular, it is provided that the power electronics are sealed
off from an exterior surrounding the hybrid module and/or from an
interior of the hybrid module. It is further provided that a
coolant absorbs heat from a flange of a housing of the power
electronics component and transports it away.
[0013] WO 2015/078465 A1 discloses a hybrid module for a hybrid
drive unit, wherein a coolant flow can flow through the hybrid
module, which can also flow through a power electronics module for
operating the hybrid module. As a result, a separate coolant flow
for the hybrid module and the power electronics module can be
avoided.
SUMMARY
[0014] The object of the disclosure is to provide a drive unit for
a drivetrain of an electrically drivable motor vehicle and a drive
assembly equipped with same, and a motor vehicle equipped with
same, which combine a small space requirement with energy-efficient
operation.
[0015] This object is achieved by the drive unit having one or more
features according to the disclosure and by the drive assembly
having one or more features according to the disclosure and by the
motor vehicle including one or more features disclosed herein.
Advantageous embodiments of the drive unit are listed below and in
the claims.
[0016] The features disclosed herein may be combined in any
technically useful way, including the explanations given in the
following description and features of the figures which comprise
additional embodiments of the disclosure.
[0017] A drive unit for a drivetrain of an electrically drivable
motor vehicle, in particular a hybrid vehicle, is provided. The
drive unit comprises a first electric machine and a second electric
machine and an output shaft, wherein a rotor of the second electric
machine is connected to the output shaft for conjoint rotation and
wherein the drive unit furthermore has a disconnect clutch with
which a rotor of the first electric machine is or can be connected
to the output shaft for torque transmission. Furthermore, the drive
unit comprises power electronics for controlling at least one of
the two electric machines and a flow system for implementing a flow
of a coolant for at least partial cooling of the power electronics,
wherein the drive unit, as part of the flow system, further
comprises a heat exchanger in which the coolant can be cooled.
[0018] In this way, the power electronics can be cooled in an
efficient manner. For the control connection of the respective
electric machine, the power electronics have corresponding
connections, which are preferably designed for high-voltage
contact.
[0019] The two electric machines are preferably arranged coaxially
in relation to one another, although the invention does not exclude
an axially parallel arrangement of the axes of rotation of the two
electric machines.
[0020] The flow system is preferably configured to transport oil as
a coolant, although the use of other media should not be
excluded.
[0021] The flow system is designed in such a way that the coolant
is directed into the vicinity or through the power electronics in
such a way that heat can be transferred from the power electronics
to the coolant. The coolant heated to a higher temperature is then
fed to the heat exchanging device or heat exchanger, where heat can
be given off by the coolant, in particular to a second fluid, which
also flows through the heat exchanger.
[0022] The disconnect clutch is a switchable clutch that can be
switched from an open state to a closed state and vice versa. The
disconnect clutch is located in the torque transmission path
between the two electric machines.
[0023] The drive unit can be designed such that the first shaft
firmly connected to the rotor of the first electric machine is
arranged radially inside the output shaft firmly connected to the
rotor of the second electric machine.
[0024] The first shaft can be designed to be divided, namely in the
form of a central hollow shaft on which a hub which is connected
for conjoint rotation is arranged in some areas, which is also
connected to the rotor of the first electric machine for conjoint
rotation.
[0025] The radial inner side of the disconnect clutch can thus be
connected to the hub on the first electric machine for conjoint
rotation, and the radial outer side of the disconnect clutch can be
connected to the output shaft, which is connected to the rotor of
the second electric machine for conjoint rotation.
[0026] Furthermore, the drive unit can have a transmission which is
in operative connection with the output shaft of the drive unit,
also referred to as the transmission input shaft, so that a torque
provided by the output shaft or the rotary movement realized by the
output shaft can be directed stepped up or stepped down via the
transmission to a further transmission unit of a motor vehicle, or
can also be transferred directly to drive wheels of a motor
vehicle. This transmission can comprise a differential transmission
or be designed as such. The transmission can include a first
gearwheel, which meshes with external toothing on the output shaft.
The first gearwheel thus realizes a transmission stage in the drive
unit. This first gearwheel can be coupled to a countershaft of the
transmission for conjoint rotation, the external toothing of which
in turn meshes with an input gearwheel of a differential
transmission, thereby realizing a third transmission stage.
[0027] The drive unit preferably comprises a housing in which the
two electric machines are arranged at least in some regions,
wherein the power electronics are arranged on the radial outer side
of the housing. This means that the power electronics are arranged
on the outer side of the housing of the drive unit, specifically
radially with respect to an axis of rotation of at least one of the
two electric machines.
[0028] In a further advantageous embodiment of the drive unit, it
is provided that the power electronics are configured to control
both electric machines. The power electronics are electrically
connected to the two electric machines in a corresponding
manner.
[0029] For optimal integration into a cooling system of a motor
vehicle that has the drive unit, it is provided that the flow
system has a fluidic interface for connecting the flow system to
the cooling system of the motor vehicle to be equipped or which is
equipped with the drive unit. This fluidic interface makes it
possible to transfer the coolant leaving the heat exchanger to the
cooling system of the motor vehicle and feed it into it, so that
overall the cooling system of the drive unit is integrated into the
cooling system of the motor vehicle equipped with same.
[0030] The power electronics can further be configured to control a
rotor position sensor and/or a temperature sensor for determining
the temperature in at least one of the two electric machines. In a
corresponding manner, connections for making contact with these
sensors are provided on the power electronics. These connections
are preferably designed for the low-voltage range.
[0031] The flow system can further be designed in such a way that
the coolant can also be fed to the disconnect clutch for the
purpose of cooling and/or lubrication.
[0032] In an alternative embodiment, it is provided that the flow
system and the disconnect clutch are arranged and designed in such
a way that the coolant can be fed from the flow system to the
disconnect clutch for the purpose of its hydraulic actuation.
[0033] The power electronics preferably comprise an electronics
housing and at least one connecting element with which the
electronics housing is mechanically fixed to the housing of the
drive unit.
[0034] According to the disclosure, it should not be excluded that
a further intermediate layer, such as a sealing element, is located
between the connecting element and the electronics housing and/or
the connecting element and the housing of the drive unit.
[0035] A connecting element is preferably provided for each
electric machine and is located on the radial outer side of the
respective electric machine.
[0036] In this case, the connecting element advantageously also
realizes a fluid seal of the housing of the drive unit with respect
to the power electronics or a seal for the passage of line elements
from the power electronics to the respective electric machine.
Correspondingly, the connecting element seals a dry environment in
which the power electronics are located or which is encompassed by
the power electronics, and a damp area that is formed by the
interior encompassed by the housing.
[0037] The housing of the drive unit can have further interfaces or
bushings for line elements for controlling a hydraulic system,
actuator system and/or an electromechanically operated parking
lock.
[0038] The power electronics are installed in a corresponding
manner, namely by placing the connecting elements arranged on the
housing of the power electronics onto the housing of the drive unit
in the radial direction, or by placing the housing of the power
electronics onto connecting elements arranged on the housing of the
drive unit in the radial direction.
[0039] Furthermore, the power electronics can have at least one
control interface for connecting a control device of a motor
vehicle and/or an energy store, such as a battery. A plurality of
such control interfaces are preferably provided, depending on the
number of devices to be connected, such as a control device of a
motor vehicle with which the drive unit according to the invention
is to be equipped.
[0040] In a preferred embodiment, the flow system of the drive unit
is formed at least in sections by channels in the housing. This
configuration of the drive unit according to the invention enables
a correspondingly small space requirement, since no additional line
elements need to be provided in these sections.
[0041] Another aspect of the present disclosure is a drive assembly
with a drive unit having one or more of the features noted herein
and with an internal combustion engine, which in particular is
indirectly coupled or can be coupled to the rotor of the first
electric machine for conjoint rotation.
[0042] The internal combustion engine is connected via the first
shaft or connected to the first shaft via a further coupling
device, if necessary with the interposition of a vibration
damper.
[0043] Furthermore, the drive assembly according to the disclosure
can comprise a transmission or an input element of a wheel drive,
wherein the internal combustion engine is or can be mechanically
connected via the drive unit to the transmission or the input
element of the wheel drive via the disconnect clutch of the drive
unit. In a favorable embodiment, the drive assembly comprises at
least one wheel drive shaft, which is connected to the output shaft
of the drive unit via the transmission, so that a rotary movement
realized by the output shaft can be transmitted through the
transmission to the wheel drive shaft.
[0044] In addition, between the internal combustion engine and a
first shaft, which is connected to the rotor of the first electric
machine for conjoint rotation, the drive assembly according to the
invention can have a first transmission stage for the purpose of
converting the speed of the rotary movement realized by the
internal combustion engine on the first shaft.
[0045] The output element of the internal combustion engine can be
a damper unit, or a clutch for opening and closing the torque
transmission path between the internal combustion engine and the
drive unit, or a combination of a damper unit and a clutch.
Furthermore, the output element can have an internally toothed
gearwheel as a component, which meshes with an external toothing of
the first shaft and thus realizes the first transmission stage.
[0046] Another aspect of the present disclosure is a motor vehicle
which has a drive assembly according to the invention and a motor
vehicle cooling system to which the flow system of the drive unit
is fluidically coupled via the fluidic interface.
BRIEF DESCRIPTION OF THE DRAWINGS
[0047] The embodiments described above are explained in detail
below based on the relevant technical background with reference to
the associated drawings, which show preferred embodiments. The
disclosure is in no way restricted by the purely schematic
drawings, although it should be noted that the embodiments shown in
the drawings are not limited to the dimensions shown. In the
figures:
[0048] FIG. 1: shows a drive unit according to an embodiment in a
sectional view,
[0049] FIG. 2: shows a drive unit according to an embodiment in a
perspective view,
[0050] FIG. 3: shows a detail from the drive unit shown in FIG. 2
in a perspective view,
[0051] FIG. 4: shows a plan view of the power electronics,
[0052] FIG. 5: shows the power electronics alone in a perspective
view,
[0053] FIG. 6: shows the drive unit according to an embodiment and
the power electronics prior to assembly in a perspective view,
and
[0054] FIG. 7: shows a sectional view of the drive unit.
DETAILED DESCRIPTION
[0055] FIG. 1 shows a drive unit 100 for a drivetrain of an
electrically drivable motor vehicle, in particular a hybrid
vehicle, which has a first electric machine 110 and a second
electric machine 120, both of which are arranged on a common axis
of rotation 101. The rotor 111 of the first electric machine 110 is
arranged coaxially to the axis of rotation 101 and also to the
rotor 121 of the second electric machine 120. The stator 112 of the
first electric machine 110 and also the stator 122 of the second
electric machine 120 are accommodated in a housing 102 of the drive
unit 100.
[0056] The rotor 111 of the first electric machine is connected to
a first shaft 130 for conjoint rotation. The rotor 121 of the
second electric machine 120 is connected to an output shaft 140 for
conjoint rotation, which can also be referred to as a transmission
input shaft.
[0057] Furthermore, the drive unit 100 comprises a disconnect
clutch 150 with which the first electric machine 110 and thus an
internal combustion engine connected to the first shaft 130
connected for conjoint rotation to the rotor 111 of the first
electric machine 110 can be or is connected to the output shaft for
torque transmission.
[0058] In the embodiment shown here, the first shaft 130 is
designed in two parts, namely made up of a central hollow shaft 132
and a hub 133 positioned on this hollow shaft 132 and connected
thereto for conjoint rotation, wherein the hub 133 is also
connected to the rotor 111 of the first electric machine 110 in a
fixed manner.
[0059] The hub 133 forms the radial inner side 151 of the
disconnect clutch 150 or is firmly connected to this input side of
the disconnect clutch 150.
[0060] The radial outer side 152 of the disconnect clutch 150,
which realizes the output side of the disconnect clutch 150, is
connected to the output shaft 140 for conjoint rotation.
[0061] The disconnect clutch 150 is a switchable clutch that can be
switched from an open state to a closed state and vice versa. For
this purpose, the disconnect clutch 150 is assigned an actuation
system 153.
[0062] In this way, when the disconnect clutch 150 is closed, a
torque can be transmitted from the first shaft 130 to the output
shaft 140 or vice versa.
[0063] In the embodiment shown here, it is thus provided that the
two electric machines 110, 120 are arranged in series, wherein the
rotors 111, 121 of the two electric machines 110, 120 or their axes
of rotation are arranged coaxially.
[0064] The first shaft 130 or its central hollow shaft 132 runs
radially inside the output shaft 140, whereby the overall volume
required for the drive unit 100 can be made small.
[0065] Furthermore, the drive unit 100 shown here comprises a
transmission 160 which is in operative connection with the output
shaft 140 of the drive unit 100, also referred to as the
transmission input shaft, so that a torque made available by the
output shaft 140 or the rotary movement realized by the output
shaft 140 can be directed stepped up or stepped down via the
transmission 160 to a further transmission unit of a motor vehicle,
or can also be transferred directly to drive wheels of a motor
vehicle.
[0066] In the embodiment shown here, this transmission 160
comprises a differential transmission 170.
[0067] Furthermore, the transmission 160 comprises a first
gearwheel 161, which meshes with an external toothing 141 on the
output shaft 140. A second transmission stage 162 is thus realized
in the drive unit 100 by the first gearwheel 161. This first
gearwheel 161 is coupled to a countershaft 163 of the gear 160 for
conjoint rotation, the external toothing 164 of which in turn
meshes with an input gearwheel 171 of the differential gear 170,
thereby realizing a third transmission stage 172.
[0068] The drive unit 100 is part of a likewise illustrated
embodiment of a drive assembly 200 according to the invention.
[0069] This drive assembly 200 additionally has an internal
combustion engine (not shown here) which, when connected to the
connection 210 shown, is coupled to the rotor 111 of the first
electric machine 110 for conjoint rotation via the first shaft 130
or--with the interposition of a further coupling--can be coupled
thereto.
[0070] The illustrated drive assembly 200 is designed in such a way
that a first transmission stage 142 is formed between the
connection 210 for an internal combustion engine (not shown here)
and the first shaft 130, which is connected to the rotor 111 of the
first electric machine 110 for conjoint rotation, for the purpose
of transmitting the speed of the rotary movement realized by the
internal combustion engine or its connection 210 to the first shaft
130.
[0071] For this purpose, an output element 220 of the internal
combustion engine is provided, which can have a damper unit 221 or
a clutch 222 for opening and closing the torque transmission path
between the internal combustion engine and the drive unit 100, or a
combination shown of a damper unit 221 and a clutch 222.
[0072] Furthermore, the output element 220 comprises an internally
toothed gearwheel 223 as a component, which meshes with an external
toothing 131 of the first shaft 130 and thus realizes a first
transmission stage 142.
[0073] It can be seen that, in the exemplary embodiment shown here,
an axis of rotation of the output element 220 is offset laterally
to the axis of rotation 101 of the drive unit 100.
[0074] In this way, a rotary movement generated by the internal
combustion engine (not shown here) can be directed via the output
element 220 and the first transmission stage 142 on the first shaft
130, so that the rotor 111 of the first electric machine 110
located thereon can be set in rotary movement in order to operate
as a generator.
[0075] When the disconnect clutch 150 closes, the applied rotary
movement can be transmitted from the first shaft 130, possibly
amplified by an electric motor drive through the first electric
machine 110, to the output shaft 140. Because of the conjointly
rotating connection of the rotor 122 of the second electric machine
120 to the output shaft 140, a torque provided by the second
electric machine 120 can also be applied to the output shaft
140.
[0076] Alternatively, when the disconnect clutch 150 is opened,
only the second electric machine 120 can be operated alone in order
to rotate the output shaft 140.
[0077] The rotary movement of the output shaft 140 is directed via
its external toothing 141 to the first gear 161 of the connected
gear 160, wherein the second transmission stage 162 is
realized.
[0078] From the first gear 161, the torque or the rotary movement
is directed to the countershaft 163, from which it is fed to the
differential transmission 170 via the input gearwheel 171.
[0079] The torque is transferred from the differential transmission
170 to the wheel drive shafts (not shown here) or, if necessary, a
further transmission to step up or down the torque or the
speed.
[0080] The illustrated drive assembly 200 can realize a wide
variety of driving states, such as operation of the internal
combustion engine alone to drive a motor vehicle, or with the
addition of the second electric machine and/or the first electric
machine, as well as simultaneous generator operation of the first
electric machine during operation of the internal combustion engine
and/or the second electric machine, as well as operation of the
second electric machine alone, or recuperation operation of the
first electric machine and/or the second electric machine.
[0081] FIG. 2 shows a drive unit in a perspective view, in which it
can be clearly seen that the power electronics 1 are arranged
radially outside on the housing 102 and are located in an
electronics housing 3 which is closed with a cover 4.
[0082] A battery connection 6 is located on the power electronics
1, which thus forms a control interface for connecting an energy
store.
[0083] In the cover 4 of the electronics housing 3, a connection 5
is provided to a vehicle control unit (not shown here) which can in
particular be designed as a so-called CAN connection. This
connection to a vehicle control unit 5 is thus also a control
interface for the controlling connection with the motor vehicle, in
which the drive unit according to the invention is to be
integrated.
[0084] Mechanically connected to the power electronics 1, a heat
exchanger 40 is also provided, which can be designed as a heat
exchanging device.
[0085] FIG. 3 shows the power electronics again in a perspective
view, wherein the coolant connection 50 is clearly visible here,
which forms a fluidic interface for connecting the power
electronics to a cooling system. This coolant connection 50
comprises an inlet 51 into the housing 102 for the inlet of the
coolant, as well as an outlet 52 from the housing 102 for the
outlet of the coolant.
[0086] FIG. 4 shows the power electronics in the assembled state
from above, wherein a first connecting element 10 assigned to the
first electric machine is clearly visible here as well as a second
connecting element 20 assigned to the second electric machine.
These connecting elements 10, 20 are used for the mechanical
connection and, if necessary, also for the fluid sealing of the
power electronics 1 on the housing 102.
[0087] The connecting elements 10, 20 can be seen more clearly in
FIG. 5, which shows the power electronics 1 in a perspective view.
It can be seen here that the two connecting elements 10, 20 are
arranged on the underside of the electronics housing 3, wherein
these are sealed off from the electronics housing 3 by a first
radial seal 11 and a second radial seal 21.
[0088] Furthermore, the assembly direction 60 can be seen from FIG.
5, which indicates that the electronics unit 1 is to be placed in
the radial direction on the housing 102 of the drive unit 100
during assembly.
[0089] FIG. 6 essentially shows the assembly process, wherein the
assembly direction 60 is also indicated here in order to show that
during assembly the power electronics 1 is approached in the radial
direction of the radial outer side 103 of the housing 102, wherein
radial direction is to be understood as a direction perpendicular
to the axis of rotation 101.
[0090] It can also be seen that, when this movement is carried out
along the assembly direction 60, the second connecting element 20
comes into engagement with a receptacle 105 in the housing 102,
which forms a counter-sealing surface for the connecting element
20.
[0091] FIG. 7 shows the flow system 30 in a section through the
drive unit 100. It is defined by a flow path 32 which leads through
channels 104 in the housing 102. Coolant 31 is directed through
these channels 104.
[0092] It can be seen that the coolant 31 enters the housing 102
through the inlet 51 and then passes through an inlet 33 into the
power electronics 1 or into the electronics housing 3. There the
coolant 31 flowed through the electronics housing and passes
through an outlet 34 back into a channel in the housing 102.
[0093] From there, the coolant 31 passes into the heat exchanger
40, where the heat absorbed by the coolant 31 is given off,
preferably to a further fluid, which is not shown here and also
flows through the heat exchanger 40.
[0094] Thereafter, the coolant 31 can be transmitted (in a manner
not shown) to a cooling system of a motor vehicle in which the
drive unit is integrated.
[0095] The present drive unit and the drive assembly equipped with
same constitute equipment that allows control of individual
assemblies of the drive unit in an efficient manner and with a low
space requirement.
LIST OF REFERENCE SYMBOLS
[0096] 1 Power electronics [0097] 2 Control connection [0098] 3
Electronics housing [0099] 4 Cover of the electronics housing
[0100] 5 Connection to the vehicle control unit [0101] 6 Battery
connection [0102] 10 First connecting element [0103] 11 First
radial seal [0104] 20 Second connecting element [0105] 21 Second
radial seal [0106] 30 Flow system [0107] 31 Coolant [0108] 32 Flow
path [0109] 33 Inlet into the power electronics [0110] 34 Outlet
from the power electronics [0111] 40 Heat exchanger [0112] 50
Coolant connection [0113] 51 Inlet into the housing [0114] 52
Outlet from the housing [0115] 60 Assembly direction [0116] 100
Drive unit [0117] 101 Axis of rotation [0118] 102 Housing [0119]
103 Radial outer side of the housing [0120] 104 Channel in the
housing [0121] 105 Receptacle [0122] 110 First electric machine
[0123] 111 Rotor of the first electric machine [0124] 112 Stator of
the first electric machine [0125] 120 Second electric machine
[0126] 121 Rotor of the second electric machine [0127] 122 Stator
of the second electric machine [0128] 130 First shaft [0129] 131
External toothing of the first shaft [0130] 132 Central hollow
shaft [0131] 133 Hub [0132] 140 Output shaft [0133] 141 External
toothing of the output shaft [0134] 142 First transmission stage
[0135] 150 Disconnect clutch [0136] 151 Radial inner side of the
disconnect clutch [0137] 152 Radial outer side of the disconnect
clutch [0138] 153 Actuation system [0139] 160 Transmission [0140]
161 First gearwheel [0141] 162 Second transmission stage [0142] 163
Countershaft [0143] 164 External toothing of the countershaft
[0144] 170 Differential transmission [0145] 171 Input gearwheel
[0146] 172 Third transmission stage [0147] 200 Drive assembly
[0148] 210 Connection for an internal combustion engine [0149] 220
Output element [0150] 221 Damper unit [0151] 222 Clutch [0152] 223
Internally toothed gearwheel
* * * * *